Regional Airline ASA Grounds 60 Jets

[ACL65PILOT]

True, the MD grounding was because of about 1/8 inch difference between the ties and what the FAA sought. In effect DAL grounded their fleet to make the zip ties on the AUX Hyd pump line comply with the FAA's interpretation of their poorly worded AD. The initial work had been done over a year prior.

 

[Abernathy]

Um. I resent the thread title. ASA isn't a "regional airline" anymore. We fly "the 9" now, so we do heavy turns to line up perpendicular to the hold short line. We have first class on our planes now, too, where our FAs can ask the Medallion members "Ay baby, whatchu wanno drank." Sometimes, Delta even throws us a bone and parks us up on A or B concourse.

 

[Minimaniac]

Hey, I make heavy turns onto the runway! Bash away, I know it looks pretty stupid. But in my defense, I do it for a reason. The runway performance numbers I use assume that I actually start at the end of the runway, not 300 feet down it. For anyone who does flex t/o on those 8E- engines knows that you use a lot of runway. I use enough 6000 and 7000 ft runways at (relatively) heavy weights on hot days to know that a few hundred feet can make the difference if I lost an engine. I don't assume that every takeoff will be on two engines. Instead of just utilizing max runway on those particular days, I make it a habit to do it on all runways so that one day I don't accidentally short myself when I need it. I will never use all 9500 feet in PHL, but by making "heavy" turns a habit, I may save my bum in Key West or DCA one day.

There are a lot of ways to fly an airplane. My style reflects the safest reasonable approach I know of. I'm not going to risk hitting runway end lights with an engine just to get 10 more feet, but I will try to have the tail touch the runway end. It's ok if you don't like it, but understand that I don't do it to stroke my ego.

 

[Abernathy]

Hey, I make heavy turns onto the runway! Bash away, I know it looks pretty stupid. But in my defense, I do it for a reason. The runway performance numbers I use assume that I actually start at the end of the runway, not 300 feet down it. For anyone who does flex t/o on those 8E- engines knows that you use a lot of runway. I use enough 6000 and 7000 ft runways at (relatively) heavy weights on hot days to know that a few hundred feet can make the difference if I lost an engine. I don't assume that every takeoff will be on two engines. Instead of just utilizing max runway on those particular days, I make it a habit to do it on all runways so that one day I don't accidentally short myself when I need it. I will never use all 9500 feet in PHL, but by making "heavy" turns a habit, I may save my bum in Key West or DCA one day.

There are a lot of ways to fly an airplane. My style reflects the safest reasonable approach I know of. I'm not going to risk hitting runway end lights with an engine just to get 10 more feet, but I will try to have the tail touch the runway end. It's ok if you don't like it, but understand that I don't do it to stroke my ego.

I wasn't poking at heavy turns onto the runway. It's the heavy turn to hold short of the runway when no. 1 for t/o that I always thought was fun to watch.

 

[sweptback]

I wasn't poking at heavy turns onto the runway. It's the heavy turn to hold short of the runway when no. 1 for t/o that I always thought was fun to watch.

There are two types of pilots, those who follow the yellow line, and those who think they're too good for it.

 

[Speedtape]

There are two types of pilots, those who follow the yellow line, and those who think they're too good for it.

You forgot about the pilots with waivers.

 

[Papa Woody]

Just to piss off the 767-400 Delta crew behind me, I do a "heavy jet" squared off turn to line up my 50-seater, then release the brakes and roll slowly for about 30 seconds before applying takeoff power.

Works every time!